Traction-wheel.



No. 809,266. 6 PATENTED JAN. 2, 1906. M. LAFEVER & W. GREGORY.

TRACTION WHEEL.

APPLICATION FILED PEB.6.1904.

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No. 809,266 PATENTED JAN. 2, 1906. y

M. LAFEVER &'W. GREGORY.

TRACTION WHEEL.

APPLIOATION FILED FBB.6. 1904.

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MINARD LAF EVER, OF BATTLEOREEK, MICHIGAN, AND WALTER GREGORY, OF MINNEAPOLIS, MINNESOTA.

TRACTlON-WHEEL.

Specication of Letters Patent.

Patented Jan. 2, 19C6.

To all whom, it 71am/ concern.;

Be it known that we, MINARD LAFEVER, residing at Battlecreek, in the county of Calhoun and State of Michigan, and WALTER GREGORY, residing at Minneapolis, in the county of Hennepin and State of Minnesota, both citizens of the United States, have invented certain new and useful Improvements in Traction-Wheels, of which the following is a specication, reference being had therein to the accompanying drawings.

'This invention relates to improvements in thedriving-wheels employed with tractionengines.

One of the objects of the improvement is to provide a traction-engine with a wheel-like device which shall operate in a superior way to support the engine upon relatively soft ground and which shall not interfere with the driving efficiency of the wheel and shall not increase the tendency to break or severely strain the axle or the parts by which the axle is secured to the engine, fire-box7 or frame when the engine is moving over hard but uneven ground.

The purposes of the invention` are attained by employing parts constructed and arranged substantially in the manner show'n and below described.

Figure l shows in vertical central section a driving and supporting device embodying our improvements, it also illustrating the boiler and the re-b ox conventionally in their relations to the driving-wheels. Fig. 2 is an elevation or a plan of the driving-wheels. Fig. 3 is an elevation of a part of the inner wheel or the driving-wheel proper. Fig. 4 is an elevation of part of the outer wheel or supplemental supporting-wheel. Fig. 5 is a plan of the axle detached. Fig. 6 is a sectional view illustrating the parts which are used when a wheel of the ordinary character y is to be provided.

In the drawings, A indicates the end of the vboiler or lire-box. To this there is secured a bracket D, which may be fastened to it in the usual way, it being understood that with respect to these parts there can be modification without departing from the essential features of the invention.

I represents a steel tube which is secured rigidly to the bracket D, preferably by casting itin the bracket at the time the latter is being formed. In the interior there is also a casting of iron i, and at the time of casting these parts a long bolt K is also secured to the part L by casting it therein, the bolt extending to a point somewhat beyond the outer end of the sleeve or tube I, To the outer surface of this sleeve or tube is fitted the hub of the main driving-wheel, which as a whole is indicated by B. We have shown the form of this wheel which we at present prefer; but it can be made in any suitable way. The driving gear-wheel or bull-gear H is secured to it in the usual manner.

The hub B of the wheel has its inner end seated in a cavity or socket formed in the outer end of the bracket D, and in the outer' end of the hub there is formed a recess or socket at B2, in which can be seated the cap I), which is held in place by a nut N engaging with the thread at n on the bolt K, above described, when the wheel B is to be used alone in the ordinary manner. The wheel as thus applied and the parts for fastening it in place are shownl in Fig. 6.

It is frequently advantageous and often necessary to provide a rolling or wheel-like support for an engine having a peripheral face much wider than lthat of the wheel B. This is true of all traction-engines which even though light for mechanisms of that class are nevertheless so heavy that upon comparatively soft ground the driving-wheels tend to rapidly sink into the earth, resulting in a great increase of resistance to the propulsion of the vehicle. Again, as is well known, there is now a widely-increasing demand for larger and heavier engines of this class, and the increase in weight is making still more serious the diiiiculties above referred'to.

Heretofore numerous proposals have been made for widening the drive-wheels engaging with the ground or at least widening the peripheral parts thereof. In all of the wheels of relatively increased width with which we are acquainted-that is to say, wheels made up of a primary element and of a supplemental or widening element--it has been the case that the two elements were rigidly connected either by rigid fastening devices situated near their peripheries or similar devices adjacent to their hubs. All of the parts thus secured together for the Wheel provided a unitary structure; but it is now well known that wheels of this increased width have incident to them serious objections which largely compensate for the advantages which they secure.

One objection to the relatively wide wheel of the character heretofore proposedthat is to say, a wheel whose parts are rigidly secured togetheris that when the tractionengine is turning in a circle of short radius the wheel toward the center of the curve tends to slip to some extent and tear or dig up the ground, and consequently consumes an excessive amount of power. This objection we overcome in a manner to be below described, as follows:

C indicates a supplemental wheel, which we mount on the axis of the main wheel B.

This supplemental wheel is of' a diameter considerably less than that of the wheel B and has a smooth external peripheral face. Tt is in no way connected with the driving device for the transmission of' power, and therefore does not require the lugs or projections usually present on traction-wheels, as shown at O on wheel B. This wheel C has ahub C. It is preferably formed with a relatively expanded inner end and is flanged, as at C2, so that it can be iitted over the outer end ofthe hub B of the main wheel. The wheel C is mounted upon a supplemental or extension axle This is also preferably a steel tube or sleeve smaller in diameter than the axlesleeve I. It is shaped so as to iit snugly within the outer end portion of the axle I and extends outward therefrom far enough to properly support the wheel C.

When it is desired to put the supplemental wheel C in working position, the cap P and the nut N are removed from the positions shown in Fig. 6, and then the outer axle J is fitted into the axle I in the way described. The axle I has a recess or notch at V, and into this fits a radially-projecting pin or lug U on the axle J, the rotation of the latter being thus prevented. The bolt K being now too short to fasten the wheels in position, a supplemental bolt L is alined with it. A coupling-nut at M draws the two bolts or boltsections together and holds them firmly in place. The outer end ot the bolt L projects somewhat beyond the hub J of the wheel C. The outer end ol' this hub is socketed to receive the cap l), and after the latter is vlitted in place it is clamped by means of the nut N, which is now secured to the outer end of the bolt L. The cap P is provided with a lock web or lug X, which -lits in a recess or notch W in the outer end of the axle J to prevent the cap from rotating. When this cap is used in the way iirst described-namely, for securing the wheel B in position-this lug` X iits into the notch V, above referred to, in the end of the axle I and is thus similarly prevented from rotating. Fastening devices of this character, it will be seen, insure that the wheels, although `Firmly held againstlatera-l displacement, are free to revolve independently of each other.

The supplemental-wheel C being considerably less in diameter than the wheel B insures that when the machine is running on relatively hard ground the part C will not touch the ground, and therefore the boilercastings andthe other axle parts will be relieved of the strain which would result at times if the wheel C were to bear continuously upon the earth.

When the engine is running on soit ground, where the increased width of supportingbase is required, the main wheel B sinks into the ground until the surface of the supplemental wheel C comes in contact, after which the two wheels become substantially a continuation one ol' the other so Jfar as supporting the machine is concerned.

Another advantage arising from having the outer wheel C smaller in diameter is that when so made it can at any time be readily removed or attached without requiring that the engine should be lifted or ached in an elevated position.

To assist in holding the wheels in proper parallel planes of rotation and prevent the disadvantageous results coming from the upward strain upon the outer wheel C, we provide for its perimete'r an abutment or series of abutments, which may be made either in the form of a ring or et a series of lugs, as shown at The inner edge of the periphery of wheel C normally lies close to these lugs, although free to rotate past them. These insure a complete bracing for the outer wheel and relieve its axle of excessive strain.

What we claim is- 1. Tn a traction mechanism, the combination with the engine of the two-part axle, the outer part being detachably connected to the inner part, the main drive-wheel mounted on the inner part of' the axle, the power-transmitting devices interposed between the engine and the said drive-wheel, the supplemental wheel of smaller diameter than the Saidmain wheel and mounted loosely in relation thereto on the outer part of the axle, and an abutment or series of abutments on the main drive-wheel for receiving the lateral thrust of' the peripheral part of the supplemental wheel and causing said wheels to mutually brace each other.

2. In a traction mechanism, the combination with the engine, of the main drive-wheel, the power-transmitting devices interposed between the engine and the drive-wheel, the supplemental supp orting-wheel of less diameter than the main wheel and mounted upon the axis thereof and rotatable about the said axis independently of the said main wheel, and an abutment or a series of abutments on IOO IIO

4. In a traction mechanism, the combination With the engine, of the main drive-Wheel, the axle therefor rigidly secured to the engine, the supplemental axle detachably secured tothe main axle, and the supplemental Wheel loosely mounted upon the supplemental axle, substantially asset forth.

5. In a traction mechanism, the combination With the engine, of the mainaxle rigidly secured to the engine and having a tubular outer end, the main drive-Wheel mounted upon the main axle, the supplemental axle insertedin and detachably connected to the main axle, the supplemental Wheel mounted upon the supplemental axle, and a two-part fastening device passing through the main axle and the supplemental axle, one part of said fastening device being adapted for use when the main Wheel only is in position, and both parts adapted for use when both Wheels are in operative position, substantially as set forth.

6. In a traction mechanism, the combination With the engine, of the bracket secured to the engine, the main tubular axle cast With the bracket, the main drive-Wheel mounted on the main axle, the supplemental tubular axle inserted into the main axle, the supplemental Wheel mounted loosely on the supplemental axle, and extensible devices for securing in place either the main driving-Wheel when vused alone or both of said Wheels, substantially as set forth.

7. In a traction mechanism, the combination With the engine, of the main drive-Wheel, the supplemental, loosely-mounted, supporting-Wheel, the main axle rigidly connected to the engine, the supplemental axle detachably connected to the main axle, means for preventing rotation of the supplemental axle, and means for preventing lateral displacement thereof, substanti ally as set forth.

8. In a traction mechanism, the combination of the engine, the tubular axle rigidly connected to the engine, the main drive-Wheel supported upon said axle, the supplemental tubular axle fitted Within the main tubular axle, the supplemental supporting Wheel mounted upon a Vsupplemental axle, means for locking the supplemental axle against rotation, and means for simultaneously holding the supplemental axle and the Wheels against lateral displacement, substantially as set forth.

9. A Wheel for a traction-engine having two rotary ground engaging, vehicle supporting elements mounted on a common fixed axis and independently rotatable about said axis, one element being of less diameter than the other, and the latter having an abutment or a series of abutments for receiving the lateral thrust of the peripheral parts of the former and mutually bracing the said Wheels.

10. In a traction mechanism, the combination with the engine, of the main drive-Wheel, the axle therefor, the supplemental axle detachably secured to the main axle, and the supplemental Wheel mounted on the supplemental axle.

11. In a traction mechanism, the combination with the engin e, of the main drive-Wheel, the axle therefor, the supplemental axle detachably secured tothe main axle, and the supplemental Wheel mounted on the supplemental axle and adapted to rotate independently of the main driving-Wheel.

12. In a traction mechanism,the combination With the engine, of the main axle rigidly secured to the engine and having a tubular outer end, the main drive -Wheel mounted upon the main axle, the supplemental axle inserted in and detachably connected to the main axle, the supplemental Wheel mounted upon the supplemental axle, and means adapted both to hold the supplemental axle in proper relation to the main axle and to hold the supplemental Wheel in proper position on the supplemental axle.

13. In a traction mechanism,the combination With the en ine, of the main axle, the main drive-Whee mounted upon the main axle, the supplemental axle detachably secured to the main axle, the supplemental Wheel mounted upon the supplemental axle, and a tivo-part fastening device associated With said axles, one part of said device being adapted for use When the main Wheel only is in position, and both parts being adapted for use When both Wheels are in operative position.

14. In a traction mechanism,the combination With the engine, of the main drive-Wheel, the supplemental supporting-Wheel, the main axle, the supplemental axle detachably connected to the main axle and means for preventing rotation of the supplemental axle.

15. In a traction mechanism,the combination With the engine, of'the main axle, the main drive-Wheel mounted on said axle, the supplemental axle detachably connected to the main axle, the supplemental supporting- Wheel mounted on said supplemental axle, and means for preventing lateral displacement of the supplemental axle relative to the main axle.

16. In a traction mechanism, the combination With the engine, of the main axle, the

IIS

main drive-Wheel mounted on said axle, the LAFEVER and WALTER GREGORY, alxour Supplemental axle detaehably connected to signatures in the presence of two Witnesses. ro the main axle, the supplemental supporting- MINARD LAFEVER Wheel mounted on said supplemental axle, WALTER GREGORY 5 and means for preventing lateral dsplacement both of said supplemental axle and said Witnesses: supplemental Wheel. A. G. HIGHAM,

In testimony whereof We, the said MINARD CHARLES E. THOMAS. 

